Radiator shutter throttle control



July 7, 1931. w. A. EDWARDS RADIATOR SHUTTER THROTTLE CONTROL Filed May19. 1928 1727/62/60? I Bi'ZZzam aZZcZwaraZ Patented Jul 7, 1931 UNITEDSTATES PATENT OFFICE WILLIAM A. OI CHICAGO, ILLINOIS RADIATOR SHUTTERTHROTTLE CONTROL Application filed Kay 19,

The purpose of this invention is to provide an improved construction ofthermostatic control for radiator shutter in which the operation of theengine throttle co-operates 5 with the thermostatic controlling .devicefor modifying the adjustment of the radiator shutter which thethermostatic regulating device tends to efi'e'ct. It consists'in theelements and features of construction shown and described as indicatedin the claims.

In the drawings:

Figure 1 is a diagrammatic representation of a construction embodyingthis invention for showing the relative positions of the several partswith respect to the radiator and the throttle. 3

Figure 2 is a sectional elevation of the operating ,parts, section beingmade axially with respect to the thermostatic device, showing theparts'in full line in the normal position occupied when the engine iscold and the throttle closed.

Figure 3 is a view similar to Figure 2 showing the parts at the relativepositions occupied when the engine temperature is such as to tend tocause the shutter operating device tohold the shutter system'wide open,and the throttle is at wide open position.

Figure 4 is a view similar to Figure 3 showing the parts at therelativepositions occupied when the throttle is partly closed, and the shuttersystem is at the partially open position resulting from a relatively hotcondition of the engine afi'ecting the thermostatic governing device.

In the drawings A indicates the engine, B the radiator casing, and C theshutter system of the radiator. The throttle is'indicated at D with theoperating lever arm indicatedat 20, from which the operating rod, 21,extends rearward for manipulation by the driver, and a rod, 22, extendsforward and into a sheath, 30, mounted on the engine body or coveringand shieldin from the atmosphere a thermostatic device which is mostsatisfactorily in the form' seen in the drawings, from whose forwardrod, 25, extends to the shutter system, with which it is connectedoutside the radiator f for holding-the entire shutter system open at vhave been opened by end a connecting 4 1928. Serial No. 279,184.

the forwardly thrust position of said rod, 25, and for closing theshutters as the rod is retracted rearwardly. The shutter system may beunderstood to be of customary construction comprising a system ofshutter vanes, c, pivotally mounted in the shutter frame, indicated bythe vertical bars, 27, 27, at the opposite ends of thesystem, theshutter vanes being connected b an operating rod, 28, any convenient oneof the shutter vanes havin a crank arm, 26, outside the bar, 27, towhich crank arm the operating rod, 25, is connected for the actionindicated. A spring, 31, connected in any convenient manner at anyconvenient point with one of the shutter frame bars, 27 and with a crankarm, 32, with which any convenient one of the shutter vanes, a, may beprovided, operates for holding the entire shutter system normally closedand reacting to close the same when the vanes the operating connec tionsdescribed. The rod, 25, and the thermostatic element, 40, aredimensioned so that at normal position, cold, with the radiator shuttersclosed, the rear end of the thermostatic member, 40, is spaced forwardof the forward end of the rod, 22, at the closed position of thethrottle, a distance substantially equal to the entire movement of saidrod, 22, caused by the movement of the throttle from 80 closed to wideopen position. The operation of this construction may be understood tobe that upon the adjustment of the throttle to wide open position,. theforward end of the rod, 22, travels through the entire lost motioninterval between the forward end of i said rod and the rear end of saidthermostat, 40, so that said parts are in contact before any substantialexpansion of the thermostat due to the heatof the engine occurs; andthat the expansion of the thermostat to any extent operates either forthrusting the rod, 25, in the direction for opening the shutter system,or for thrusting the rod, 25, back in the direction for closing thethrottle; so that if the throttle is held or locked at wide openposition, holding the rod, 22, with its forward end advanced throughtheentire lost motion interval, the entire expansion of the thermostatwill, operate for thrusting the 109 rod, 25, forward and opening theshutter system, which will therefore be opened to the maximum upon theengine temperature reaching some predetermined maximum. But when thethrottle is adjusted or automatically moved to any intermediateposition, the shutters will be correspondingly opened less than themaximum, that is, the degree of opening the shutter system willcorrespond to the degree tle; and accordingly when the throttle isclosed and the engine brought to rest, the shutters will be closed bythe spring, thrusting the rod, 25, and the thermostat rearward in thesheath, 30, to the full extent of with drawal of the rod, 22, before anycooling of the engine and consequent contraction of the thermostatoccurs. And when the engine becomes cold and the thermostat contractedto the original normal dimensions, the rear end of the thermostat willbe withdrawn from the forward end of the rod, 22, a distancesubstantially equal to the thrust of the throt tle lever on the rod inmoving from closed to wide open position.

The adjustmentof the parts for determining the lost motion intervalbetween the forward end of the rod, 25, and the rear end of thethermostat, 40, is desirably made with considerable accuracy and inaccordance with the operation of the particularengine served by thedevice; and for the purpose of such .adjustment,-the rod, 22, isprovided with a terminal head, 2%, in the form of a disk having a hubwhich is screwed onto the rod, as shown; and this-disk head serves thefurther purpose of affording a considerably extended area for encounterwith the similarly dimensioned rear end of the thermostat, 4:0, avoidingby the area oi said co-operating parts undue or unduly rapid wearresulting from their action upon each other in the operations abovedescribed. I claim:

1. In an engine driven vehicle in combination with the engine having aradiator for controlling the temperature of the engine and radiatorshielding means adjustable as to degree of op'e'niii and closing forcontrolling access of cooling air to the radiator, and operatingconnections for adjusting said shielding means, a member connected withthe engine throttle for 'movement in the adjustment of the throttle, andmeans connecte for movement in the opening and closing movement of theradiator shielding means, said last mentioned means and thethrottleconnected means being positioned for movements respectively inthe directions for encountering 'each other in the movement of theradiator shielding means for increasing air access to the radiator andconnected means for opening the throttle, with a lost motion intervalbetween the normal closed position ofthe radiator of opening theth'rotfor 1 the throttlethem at shielding means and the-closed positionof the throttle, said interval being substantially equal to the totalthrottle operating movement; the radiator shield operating meanscomprising a heat-responsive elementpositioned for experiencing theengine heat adapted to be expanded thereby in the direction for reducingsaid last mentioned mterval.

2. Inthe construction defined in claim 1, the heat-responsive part beinga substantially air-tight normally contracted yieldingly expansibleshell, whereby its expansion will be caused by the expansion of theconfined air, relatively independent of the expansion of the shellitself. I

3. In a motor-driven vehicle having an internal combustion engineequipped with a circulatory cooling system, and a regulator forcontrolling the temperature of the cooling fluid and thereby thetemperature of the en-.

gine, in combination with the engine and the radiator a shutter systemfor controlling access to the radiator; yieldingly operative meanstending to hold the shutter system closed and resisting opening foraccess of air to the radiator, co-operating elements consisting ofmovable connections operable for opening the shutter against theresistance of said yielding means, and a member connected with theengine throttle for movement in the adjustment of the latter, theshutter opening means and said throttle-connected parts beingpositioned-for movements respectively in the directions for encounterwith each other in the closing movement of the shutters and theopeningmovement of the throttle, and dimensioned for providing a lost motioninterval between them at the closed position of the shutter system andthe closed position of the throttle substantially equal to the totalthrottle operating movement, one of said cooperating elements comprisinga heat-respons ve part positioned for experiencing the englne heat, andadapted to be enlarged thereby 1n the direction for reducing said lostmotion interval.

4. In the constructiondefined in claim 1, the heat-responsive elementbeing mounted on the engine body exteriorly thereof, and a casingenclosing the same for confining about it heat radiated from the enginebody and shielding it from atmospheric temperature. 5. In an internalcombustion engine, in combination with an adjustable air shield for theradiator, operating connections thereto from the engine throttle, saidconnections containing a fluid temperature-responsive element exposed toengine temperature and protected from atmospheric temperature andadapted by the changes in said element due 6. In an internal combustionengine, in combination with an adjustable air shield for v the radiator,operating connections thereto 'fromtheen 'ne throttle, said connectionscontaining a uid temperature responsive element exposed to theenginetemperature and exposed to atmospheric pressure adapted by the changesin said elementdue to changes in its temperature to modify the movementtransmitted from the throttle to the adjustable air shield, thetemperature-responsive element being adapted for producing by cooling ast motion gap between the temperature responsive element and theadjacent member of said connections in said operating connectionssubstantially equal to the full throttle operating movement at theclosed position of the responsive element; whereby the air shield andthe closed position of the throttle. v 7. Inthe construction defined inclaim 1,

the heat-responsive element being a substantially airtight normallycontracted yieldingly expansible shell adapted to be expanded byincrease of tem erature expanding the confined air, such beat-responsiveelement being mounted on the engine body exteriorly 7 thereof by meansof a casing directly mounted on the engine body and enclosin said heat-%eat of the engine body is communicated to the confined air in thetemperature-responsive element through the medium of the air confined inthe enclosing casing. Y

In testimon whereof, I have hereunto set m hand at O 'cago, Illinois,this 8th day of WILLIAM A. EDWARDS.

